Tire rack, loading and unloading systems and method

ABSTRACT

A tire loading apparatus and method of packing tires that includes placing the tires in a rack, compressing the tires, and assembling the rack are disclosed. The apparatus includes one or more conveyors, scanners, and robots that load tires from a conveyor to a rack. A tire unloading apparatus is also disclosed. The unloading apparatus includes a scissor mechanism to raise and/or lower tire racks to an unloading platform. The unloading apparatus additionally includes one or more unloaders and conveyors. The sorting and unloading of tires is accomplished with one or more automated conveyors, scanners, and storage structures for reading information from incoming tires and using the tire information to sort and store the tires. A rack to improve compression and support of tires during storage and shipment is also disclosed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of and claims priority to U.S. patentapplication Ser. No. 11/161,661 entitled “TIRE RACK, LOADING ANDUNLOADING SYSTEMS AND METHODS” filed on Aug. 11, 2005. The '661application is a non-provisional of and claims priority to U.S.Provisional Patent Application No. 60/600,716 entitled “IMPROVED TIRELOADING SYSTEM AND METHOD” filed Aug. 11, 2004, and U.S. ProvisionalPatent Application No. 60/633,216 entitled “IMPROVED TIRE RACK,UNLOADING SYSTEM, SORTING SYSTEM AND METHODS” filed Dec. 4, 2004, all ofwhich are incorporated herein by reference in their entirety.

FIELD OF INVENTION

The present invention generally relates to loading and unloading oftires, and more particularly, to a system and method for automaticallyloading and unloading vehicle tires and compressing vehicle tires forstorage and/or transportation within a tire transport frame using a racksystem.

BACKGROUND OF THE INVENTION

The tire distribution process often includes transporting largequantities of tires from the plants where they are manufactured to thevarious facilities where tires are delivered to consumers and/or mountedon vehicles. The processes for transporting tires from these plants towholesalers, retailers, and service centers typically involve the use oflarge vessels. For example, semi-trailers are used for transportationover the road, rail cars are used for transportation via rail, andshipping containers are used for transportation over water. Further,these vessels often provide storage of tires prior to and aftertransport.

To minimize the costs associated with such storage and transportation,it is desirable to pack tires into each storage and/or transportationvessel in such a manner as to maximize the density of tires within thevessel, while providing satisfactory stability of the loaded tires andavoiding permanent deformation of the loaded tires. Maintenance of tiresunder a compressive load has been found to improve the stability of theloaded tires. However, compression may lead to permanent deformation oftires in some stacking configurations.

In current operations, some companies use a contracted ricking serviceto manually load and unload trailers and railcars. Several manufacturersdo not compress tires, but other manufacturers compress the tires with aforklift. The ricking service is a substantial labor expense at both theplant and the distribution center, while using a forklift to compresstires often results in inconsistent compression and tire damage.

To partially remedy these problems, devices have been developed to helpin the compression of the tire stacks. These systems, however, continueto rely heavily upon manual labor to accomplish the stacking of tires.For example, U.S. Pat. No. 5,697,294 discloses an exemplary tirecompression device and U.S. Pat. No. 5,816,142 discloses another tirecompression device intended for use with a forklift. This device allowsa preset load to compress a stack of tires as the stack is loaded into atruck trailer. Initially, the forklift elevates and supports the presetload. Then, once tires are stacked beneath the elevated load, theforklift allows the load to be lowered against a stack of tires. As aresult, the load exerts a downward pressure on the stack of tires,thereby compressing the tires. Once the initial stack is compressed,additional uncompressed tires are loaded on top of the stack until thestack reaches the ceiling of the truck trailer. Then, the forks of theforklift are raised, partially releasing the pressure applied againstthe compressed portion of the stack and allowing it to expand, whilecompressing the previously uncompressed portion until the entire stackis equally compressed. This process is repeated, stack by stack, untilthe entire trailer is full of stacked, compressed tires. Other devicesexist that load tires into a truck trailer and similarly compress tireswithin the trailer. In each of these cases, tires are maintained incompression by the storage and/or transportation vessel itself. However,no assurance exists that the vessel was designed or is suitable tomaintain such loads. In fact, vessels are frequently damaged as a resultof such use.

When the storage and/or transportation within the vessel is complete,tires are typically manually unloaded from the vessel onto a conveyor orpallet. A variety of implements exist for such handling of tires. Forexample, U.S. Pat. No. 3,822,526 discloses a device for manipulatingtires. However, a device does not exist that sufficiently eliminates thedifficulties of manually stacking tires in a storage and/ortransportation vessel, and unloading the compressed tires from the samevessel. Moreover, no sufficient device currently exists to eliminate thereliance on the vessel to maintain a compressive load on tires. Althoughloaders for tires exist, for example, a machine loader and a loader tocreate a straight stack of tires, the existing loaders are not designedto stack tires in a herringbone pattern. Further still, the currentpractice is to rest tires directly against the wall and floor of thetrailer or boxcar. As a result, the weight of the stacks is unevenlydistributed causing further compression and strain on tires. Thus, alower-compression system for cradling tires during storage and shippingis desired.

A need exists for a system and method for loading tires into a vesselfor storage and/or transportation, whereby tires are automaticallyloaded into a tire transport frame such that the tire transport frame ismoved into the vessel by a forklift. A need also exists for a system andmethod for loading tires into a tire transport frame outside of thevessel for storage and/or transportation, whereby the tire transportframe holds the stacked tires in a compressed state and maintains thestacked tires in proper alignment during shipment and storage. A needalso exists for a system and method for loading tires into a vessel forstorage and/or transportation such that the loading is automatic,thereby reducing the labor, time, space, risk of injury, and costrequired for loading and unloading of tires, while enhancing the safetyof the process.

SUMMARY OF THE INVENTION

The present system and method accomplishes these objectives whileovercoming the above described deficiencies in the art. The presentinvention includes a method of packing tires that includes placing oneor more rows of tires against a bottom frame, adding an intermediateframe on top of the one or more rows of tires, compressing the tires,and attaching a vertical member to the intermediate frame. The methodadditionally includes adding one or more additional rows of tires on topof the intermediate frame, adding a top frame, compressing the one ormore additional rows of tires, and attaching a vertical member to thetop frame.

The present invention additionally discloses an apparatus for loading atire onto a rack. The apparatus includes an automated tire conveyor, oneor more scanners, and one or more robots to pick the tires off of theconveyor. The present invention additionally includes an apparatus forunloading a rack of tires, which includes a load station configured witha lift. The lift raises a rack of tires to a platform, where an unloadercan manually and/or automatically move tires from the rack to aconveyor.

The invention discloses methods and systems for sorting and unloadingtires as well. For example, the systems for sorting and unloading tiresof the present invention include one or more automated conveyors,scanners, and storage structures. For example, in the sorting system,the scanner can read information off of incoming tires and communicatethe tire information to a system of conveyors, which in turn directseach tire to a specific storage structure based upon the tireinformation (e.g., size, type, etc.). The invention also includes a rackconfigured with an intermediate frame to improve compression and supportof tires during storage and shipment.

BRIEF DESCRIPTION OF THE DRAWINGS

Additional aspects of the present invention will become evident uponreviewing the non-limiting embodiments described in the specificationand the claims taken in conjunction with the accompanying figures,wherein like numerals designate like elements, and:

FIGS. 1A-E show an exemplary and improved tire rack in accordance withmultiple embodiments of the present invention;

FIGS. 2A-C show an exemplary rack configured to attach closely togetherfor return shipment in accordance with an embodiment of the presentinvention;

FIG. 3 shows an exemplary method of packing tires for shipment inaccordance with an embodiment of the present invention;

FIG. 4 shows an exemplary conveyor system for automatically loadingand/or sorting tires in accordance with an embodiment of the presentinvention;

FIG. 5 shows an exemplary loader/unloader system in accordance with anembodiment of the present invention;

FIGS. 6A-B show an exemplary tower system for sorting and/or storingtires in accordance with an embodiment of the present invention;

FIG. 7 shows an exemplary partially automated system forunloading/loading tires in accordance with an embodiment of the presentinvention;

FIG. 8 shows an exemplary empty rack that is disassembled manually forreturn shipment in accordance with an embodiment of the presentinvention;

FIG. 9 shows exemplary tire racks configured for drive-in loading,unloading and/or storage in accordance with an embodiment of the presentinvention;

FIGS. 10A-B show an exemplary queuing system in accordance with anembodiment of the present invention; and

FIGS. 11A-B show an exemplary illustration of stacked racks inaccordance with an embodiment of the present invention.

DETAILED DESCRIPTION

It should be appreciated that the particular implementations shown anddescribed herein are illustrative of the invention and its best mode andare not intended to otherwise limit the scope of the present inventionin any way. Indeed, for the sake of brevity, trivial and conventionalfeatures and aspects of the present invention are not described inextensive detail herein. Furthermore, the connecting lines shown in thevarious figures shown herein are intended to represent exemplaryfunctional relationships and/or physical couplings between the variouselements of the system. It should be noted that many alternative oradditional functional relationships or physical connections can bepresent in a practical tire loading system.

The present invention includes improvements to a rack for transportingtires, improvements to an automatic tire loading system, an automatictire unloading system, a tire sorting and short-term storage system,improvements to a tire warehousing system, and various methods andcomponents related to such systems. An example of a tire loading systemis disclosed in U.S. Pat. No. 6,527,499 (Leimbach, et al.), which isincorporated herein by reference in its entirety. The unloading systemand method described herein may include features or steps (which can bein any order) described in U.S. Pat. No. 6,527,499.

In one exemplary embodiment, and with reference to FIG. 1A, an improvedtire rack 100 is provided. Tire rack 100 is used for shipping tires 150and/or for storing tires 150. Tire rack 100 includes top frame 105; atleast one middle, mid-level, or intermediate shelf or frame 115; abottom frame 110; a plurality of vertical members 120; a plurality ofattachment mechanisms 130 configured to attach vertical members 120 totop frame 105; intermediate frame 115 (or frames); and/or bottom frame110.

Vertical member 120 comprises a top section and a bottom section. In oneembodiment, the top section of vertical member 120 is pivotally attachedto top frame 105 and bottom frame 110 by attachment mechanisms 130. Thetop and bottom sections of vertical members 120 are tubular and areconfigured to fit together concentrically.

Tire rack 100 also includes various features to increase the surfacearea of contact between rack 100 and tires 150 held by rack 100. Rack100 is configured of any rigid material such as, for example, wood,steel, aluminum, aluminum alloy, chrome-molybdenum alloy, graphitecomposite, fiberglass, and/or plastic. Further, the structural design oftop frame 105, intermediate frame 115, and/or bottom frame 110 isconfigured such that the strength to weight ratio is maximized.Therefore, in one embodiment, honeycomb, tubular frame, monocoque,and/or semi-monocoque structures are included over solid structures withsimilar strength. In one embodiment, top frame 105, intermediate frame115, and/or bottom frame 110 are constructed as a tubular framestructure bonded with a thin sheet or mesh serving as a web.

In one embodiment, rack 100 holds up to two SKUs (stock control units)of tires 150, thereby offering a more versatile storage and shippingrack. Tire rack 100 includes intermediate frame 115 that separatesbottom tires 125 and top tires 175. Intermediate frame 115 is configuredto reduce the weight on the bottom tires 125 on rack 100, and thusreduces the risk of damage from the weight of top tires 150, 175. In oneembodiment, intermediate frame 115 reduces the weight compression fromtop tires 175 by about half the weight compression. That is, bysupporting half of tires 150, intermediate frame 115 reduces the naturalcompression effect of tires 150 sitting on top of each other during theshipping and/or storage process.

Attachment mechanisms 130 includes, for example, telescoping tubes,pins, hinges, pivots or the like, which facilitate attaching verticalmembers 120 to at least one of top frame 105, bottom frame 110, andintermediate frame 115. In one embodiment, four vertical members 120 areattached using mechanisms 130 to top frame 105, bottom frame 110, and/orintermediate frame 115 to form a box construction. In one exemplaryembodiment, racks 100 are preconfigured with vertical members 120 and/orshelves 105, 110 and 115 that are collapsible and stackable as describedherein. For example, vertical members 120 are attached by a pivotattachment mechanism 130 to facilitate collapsing and/or erecting racks100 (see, for example, exemplary FIG. 2B). In another exemplaryembodiment, an automatic loading system, described herein, automaticallyplaces intermediate frame 115 in rack 100 during the loading system.

Tire racks 100 are configured to be stackable, and are stacked whenloaded on rail cars, such as box cars, shipping containers, or ships. Insome embodiments, racks 100 are stacked on highway trucks, while inother embodiments, just a single layer of racks are set on or in highwaytrucks.

Racks 100 are configured to be lifted and moved with forklifts. Forexample, in one embodiment depicted in FIG. 1B, bottom shelf 110includes a raised area 102 or slots 106 to enable a forklift to accessunder the bottom rack. Bottom shelf 110 is also configured with one ormore feet 108 configured to stabilize and/or secure rack 100 to thefloor. In one embodiment, bottom shelf 110 is configured with four feet108, affixed to each corner of shelf 110. Foot 108, as depicted inexemplary FIG. 1C, is configured similar to the rigid material as therest of rack 100. Foot 108 is configured with one or more holes 112 forreceiving attaching mechanisms 130 to facilitate attachment to bottomshelf 110. Foot 108 is configured with one side substantially verticalto shelf 110 and one side substantially planar to the floor. While FIG.1C illustrates the two sides of foot 108 configured with a 45-degreeangle attaching corner 116, foot 108 can also be configured such thatthe two sides are directly attached at a 90-degree angle.

In some embodiments involving one or more stacked racks 100, bottom andtop racks 100 can be identical. In other embodiments, the top rack canbe lighter and not as strong (in comparison to bottom frame 110), and/orcan have different size vertical member parts 120 attached as describedabove.

In another embodiment depicted in FIG. 1E, bottom shelf 110 includes oneor more slots 106 that are offset to enable more efficient use of spacewhen racks 100 are stacked, while maintaining a large footprint 107. Forexample, offset slots 106 help accommodate more efficient uses of spacewhen smaller-diameter tires are loaded on racks 100. The offset slotconfiguration facilitates rack 100 having a larger footprint 107 forstability purposes. For example, in one exemplary embodiment, each slot106 juts out 14 inches on opposite sides, giving rack 100 a totalfootprint 107 of 28 inches. Slots 106 are also configured such that theresulting centerlines 104 of each rack 100 are only 24-inches apart fromeach other.

The modular design of rack 100 facilitates making efficient use of spacein shipping, the manufacturing plant, and in the distribution center.For example, in one embodiment illustrated in FIGS. 2A-B, bottom frame110, top frame 105, and/or intermediate frame 115 is configured toattach closely together for return shipment (FIG. 2A-2B). Verticalmembers 120 fold down, and the horizontal members or frames 105, 110,115 fit together like a sandwich with vertical members 120 contained inhollow areas between the frames. Intermediate frame 115 is in the middlefor return shipment. Top 105, bottom 110, and middle frames 115 are thenattached together, which involves attaching or binding them with one ormore ropes, straps, chains, ties, fasteners, or banding, as examples.(FIG. 2A-2B). In another embodiment, vertical members 120 are storedbetween bottom frame 110 and top frame 105, between bottom frame 110 andintermediate frame 115, and/or between top frame 105 and intermediateframe 115. Bottom frame 110, top frame 105, and/or intermediate frame115 are configured to be similar to each other, upside down from oneanother, and/or different from one another.

In yet another embodiment, collapsed racks 200 are configured to beeasily reconstructed into full-standing racks 100. That is, bottom frame110, top frame 105, vertical members 120 and/or intermediate frame 115are configured to be pulled out from collapsed racks 200 and placed intothe position of rack 100. Collapsed racks 200 are reconfigured byautomated and/or manual means.

In one exemplary embodiment, tire rack 100 is about 6-12″ high whendisassembled for return shipment, and is stacked in a truck or box carfor return shipment. Several racks 100 are tied, strapped, or bandedtogether for return shipment, and are handled as a unit, for example,with a forklift. In another embodiment, about 220 collapsed racks 200fit in a truck trailer and about 700 fit in a rail boxcar. Further, theratio for empty trucks carrying collapsed racks 200 to full truckscarrying loaded racks 100 is 10 to 1 (i.e., for every ten trucks thatbring loaded racks 100, one truck returns collapsed racks 200).Collapsed racks 200 are fed into a loading system for reuse at themanufacturing plant. In one embodiment, collapsed racks 200 areautomatically loaded into conveyor system 400.

In some embodiments, vertical members 120 of tire racks 100 arefabricated in two parts each. For example, a first part of verticalmembers 120 attaches to and pivots at the top horizontal member 105 orframe, via a hinge, for example. A second part of the vertical memberattaches to and pivots at the bottom horizontal member 110 or frame.Vertical members 120 include tubing 126 (e.g., round, square, orrectangular tubing), which is comprised of metal, steel or aluminum.Tubing 126 can be different size diameters on the top and bottom suchthat the top part fits or slides inside the bottom part or vice versa,in a telescoping arrangement. One or both parts of vertical members 120fit through intermediate frame 115 or frames 105 and/or 110. The framesattach to vertical members 120 with attachment mechanisms 130 such aspins or hinges, for example. Four vertical members 120 exist in a rack,which intersect with each corner of the frames. Other embodiments have2, 3, 6, 8, 9, or more vertical members.

Vertical members 120 include external members 122 which slide overtubing 126 described above. External members 122 include at least onecavity therethrough configured such that the tubing can pass through.External members 122 are extruded and comprise any rigid material suchas aluminum or plastic. Vertical members 120 or external members havesurfaces and/or side panels 128, as illustrated in FIG. 1D, configuredand positioned to contact tires 150. Shelves 105, 110, and 115 also havepanels 128 configured to contact tires 150. These panels 128 include aradius surface, concave surface or a number of surfaces (e.g., flatsurfaces) arranged in a concave pattern. In embodiments of verticalmembers 120 having external members 122, these panels 128 that contacttires 150 are larger than the surface of tubing 126 described above thatcontact tires 150 absent external members 122. The concave panels 128are positioned to contact a convex surface of tires 150, for example,the tread, side wall, or a combination thereof. In another embodiment,rack 100 includes external members 122 or panels 128, such as theexemplary embodiments depicted in FIGS. 1A and 1D.

Panels 128 of rack 100 that contact tires 150 include a radius surfaceto match or substantially match the curvature of tires 150. Panels 128of rack 100 that contact tires 150 are configured to increase ormaximize the surface area that contacts tires 150, for example, toreduce point loading and/or potential damage to tires 150. Panels 128 ofracks 100 that contact tires 150 are configured to minimize the amountthat tires 150 are distorted, and/or minimize peak strain or stress intires 150 caused by distortion from packing. In some embodiments, racks100 include individual indentations for each tire 150 in bottom frame110, top frame 105, middle frame 115, and/or vertical members 120, whichcan help to hold tires 150 in place, increase the surface area ofcontact between rack 100 and tires 150, and decrease stress or strain intires 150. Other embodiments do not have such indentations, which canfacilitate accommodation of various size tires 150, and/or numbers oftires 150 per row.

For example, in one embodiment, intermediate frame 115 is configuredwith concave panels 128 to increase the surface area of contact fortires 150. For example, in one embodiment intermediate frame 115 isconfigured with side panel 126 to support tires 150 along the tread.Intermediate frame 115 is also configured as a plurality of surfacesarranged in a concave pattern. Intermediate frame 115 is configured toreduce the risk of damage to tires 150 from point loading on tires 150.Intermediate frame 115 also allows rack 100 to be shipped partially fullof tires 150 (e.g., half full).

Tire racks 100 are configured to transport tires 150 from, for example,a manufacturing plant to a distribution center or warehouse and/orwithin a manufacturing plant or distribution plant or warehouse, and/orto and from a customer and/or from any location to another location.Tire racks 100 are also configured to be shipped back to themanufacturing plant, distribution plant, warehouse, and/or customer forreuse after tires 150 are unloaded from racks 100. Tire racks 100 arefurther configured to be loaded via an automated or manual loadingsystem and/or to be unloaded with an automatic or manual unloadingsystem.

For example, with reference to one embodiment depicted in FIG. 9, tireracks 100 are configured for drive-in loading, unloading and/or storage.That is, forklift truck 925 is used to unload racks 100 and/or movefilled racks 100 directly into a drive-in storage location 900. Racks100 are stacked 950 to maximize storage within a warehouse, rail car,etc. For example, racks 100 are provided in a variety of sizes to makefull use of the space available in the storage and/or transportationvessel for which tire racks 100 are intended. In one embodiment,drive-in storage system 900 is configured such that each tire SKU isstored in two side-by-side locations to guarantee that tire inventory isrotated on a regular basis, for example, every week.

Drive-in storage 900 is also configured with one or more computingsystems, such as those described herein, to communicate with otherloading and/or unloading systems of the present invention. For example,an unloading system of the present invention may communicate withdrive-in storage 900 when a first rack 100, which is being unloaded, isall or partially-empty such that a second rack 100 can be delivered fromdrive-in storage 900 to the unloader. In another embodiment, an unloaderand/or loader communicates with drive-in storage 900 when daily customerorders show that there is additional demand for a specific tire 150 SKU.Rack 100 is then pulled from drive-in-storage 900 using, for example, apull system applying lean manufacturing principles.

Lean manufacturing principles are applied throughout the invention tofacilitate efficiency in tire loading, unloading and/or storage. Forexample, in one embodiment, value stream mapping is used to analyzelogistics data provided by a company to create pareto analysis toidentify high volume, high turn-over tire 150 SKUs. A manufacturingplant analysis is implemented to determine the capacity and productionrate of a given customer to determine the size, capacity, number, and/orbreadth of tire loading, unloading and/or storage needed to fulfillcapacity and production goals. For example, for higher customerinventory levels, fully-automated loading, unloading and/or storagesystems may be desired. However, for lower inventory levels, customersmay use partially-automated loaders, unloaders, and/or storage systemsto maximize efficiency and lower overall costs.

In yet another embodiment, the systems and methods of the presentinvention are facilitated by one or more human and/or computerizedoperators. For example, an operator monitors robot loaders and/orunloaders, monitors system settings and/or identifies racks that requirereplacement or repair. Operators also drive forklifts, load/unloadtires, and/or the like to facilitate overall system usage.

The system is designed to handle all sizes of passenger tires 150, toprovide maximum compression of tires 150, to minimize the manual laborrequired for loading, unloading or compression and to be used with anystandard box car. Further, the system is designed to handle multipletires 150 at a single time to automatically compress tires 150 and toprovide tooling that holds one or two rows of tires 150. The systemfurther enables a forklift to move the compressed tires 150 in thetooling and the tooling is returned by truck or rail.

Tire racks 100 are about 4 feet to about 14 feet tall when filled. Inone embodiment, tire rack 100 is around eight feet tall when filled.Tire racks 100 are stacked 950 on top of one another to also facilitatespace management in the distribution center, manufacturing plant and/ortransportation mechanism. For example, in one embodiment, tire rack 100is around four feet tall when filled. In yet another embodiment, a firsttire rack 100 that is around 4 feet tall is stacked on top of a secondrack 100 that is 8 feet tall in order to maximize the interior space ofa rail car.

Tires 150 are ricked or stacked in a herringbone pattern to facilitatecompression and/or space management. The system and method also includesthe stacking of tires 150 in any other suitable arrangement that wouldallow the transport rack 100 to perform similar functions. Moreover, thesystem and method includes any variation or angle of herringbonepatterns that would allow the transport rack 100 to perform similarfunctions as disclosed herein.

As one with ordinary skill in the art appreciates, the proper alignmentof tires 150 in the herringbone pattern depends upon the geometry oftires 150 being stacked. Thus, the system contemplates and accommodatesincorporation of an automated system for control of the loader system.The control system automatically senses tire geometry based on sensorslocated at an upstream position on the conveyor, or alternatively,accommodates the manual input of information. In both cases, however,the control system uses information that is indicative of tire geometry,such outside diameter, inside diameter, and/or tread width, to determinethe rotation and translation of each tire to produce the desiredstacking pattern. With respect to herringbone stacking patterns, therelevant output variables include the angle of deviation from verticalassociated therewith the axis of rotation of tires 150 in successiverows as well as the number of tires 150 in each row and the number ofrows in each stack. Furthermore, the control system determines theappropriate amount of compression to apply to the stacked load, and thecorresponding number of rows in the stack, to avoid permanentdeformation of tires 150. The control system considers a variety offactors in determining the appropriate compressive loads to apply. Inone embodiment, these factors include the material properties and/orhardness of tires 150 (usually rubber), tire geometry and stackedorientation, and the time and temperature environment to whichcompressed tires 150 will be subjected. In addition, empirical data andexperience can be incorporated to optimize the control of the system.

Tires 150 are placed on rack 100 in rows, with tires 150 in each rowleaning in one direction. The direction that tires 150 lean alternatesbetween adjacent rows. Tires 150 in each row can be identical having thesame SKU (stock keeping unit) number and the same size. Tires 150 ineach half of rack 100 can be identical having the same SKU number, thesame size, or close enough in size that the same number of tires 150 areincluded in each row. Different model or size tires 150 can be stackedon the bottom half of a rack than on the top half.

Rack 100 is configured to accommodate tires 150 with diameters ranginganywhere from around 24″ to around 48″. For example, in one embodiment,rack 100 is configured to hold tires 150 for small cars and/or lighttrucks. That is, tires 150 that range from about 24″ to about 32″. Inanother exemplary embodiment, rack 100 is configured to hold tires 150for a large trucks and/or semi trailers. That is, tires 150 range fromabout 32″ to about 48″.

In one exemplary embodiment, tires 150 are arranged in rows of six iftires 150 are 28″ or less in diameter and 9″ or less in width. Inanother embodiment, tires 150 with diameters greater than 28″ arearranged in rows of six, five or even fewer tires.

The invention also includes a method 300 of packing tires 150 forshipment. Exemplary method 300 is illustrated in FIG. 3 and includes inany order at least the following steps. That is, tires 150 are firstdelivered to a packing machine (step 302). Tires 150 are automaticallydelivered, for example, using a conveyor, robotics, a forklift and/orany other automatic device (described in more detail herein). Tires 150are also manually delivered, for example, using workers, etc. Tires 150are also delivered using both automatic and manual delivery means. Forexample, workers load tires 150 onto a conveyor, which in turnautomatically delivers the tires to a packing machine (described in moredetail herein).

Next, rack 100 is partially constructed by attaching at least fourvertical members 120 to bottom frame 110 (step 304). Rack 100 ispartially constructed automatically and/or manually using any attachingmechanism 130 described herein. Once vertical members 120 are attachedto bottom frame 110, a first set of tires 150 is stacked on bottom frame110 (step 306). In one exemplary embodiment, the packing machine is usedto stack the first set of tires. In another exemplary embodiment,stacking is performed manually and/or using automation. After the firstset of tires is stacked, intermediate frame 115 is placed on the firstset of tires 150 (step 308). Intermediate frame 115 is placedautomatically and/or manually. For example, in one embodiment, aforklift is used to place intermediate frame 115. Next, the first set oftires 150 is compressed in a vertical direction by moving at least oneof bottom frame 110 and intermediate frame 115 (step 310). Compressionfacilitates space management and efficiency.

A compressor accomplishes the compression of the entire stack of tires150 by translating the upper retainer and the lower retainer of a tiretransport frame relative to one another to compress a stack of tires 150located therebetween. Alternative embodiments of the compressoraccomplish the compression of tires 150 by translating the stack oftires 150 vertically upward toward a stationary upper retainer (e.g.,intermediate frame 115), or by translating an upper retainer (e.g.,intermediate frame 115) vertically downward against a stack of tires 150that is supported by a stationary lower retainer (e.g., bottom frame110), or by simultaneously translating both the stack of tires 150 in avertical upward direction and an upper retainer (e.g., intermediateframe 115) vertically downward against the stack of tires 150. Thecompressor accomplishes the translation of the retainers through use ofany of a variety of mechanisms including a scissors lift or any othersort of adjustable height mechanism motivated by hydraulic or pneumaticcylinders, electric motors or pumps, gear systems, pulleys, gears and/orthe like.

Intermediate frame 115 is attached to vertical members 120 (step 312).Intermediate frame is attached automatically and/or manually using anyattaching mechanism 130 described herein. A second set of tires 150 isthen stacked on bottom frame 110 (step 314). The second set of tires 150is stacked manually and/or automatically. In one exemplary embodiment, apacking machine is used to stack the second set of tires 150. Once thesecond set of tires is stacked, top frame 105 is placed on the secondset of tires 150 (step 316). The second set of tires 150 is thencompressed (step 318) in a vertical direction by moving at least one ofbottom frame 110, intermediate frame 115, and/or top frame 105. Afterthe second set of tires 150 is compressed, top frame 105 is attached tovertical members 120 in order to form an assembled rack 100 loaded withtires 150 (step 320). Top frame 105 is attached to vertical members 120automatically and/or manually using any attachment mechanism 130described herein. Once rack 100 is loaded and assembled, rack 100 oftires 150 is moved into or onto at least one of a truck, a railroad car,a shipping container, a trailer, and/or a ship (step 322).

Other embodiments can be similar, except that vertical members 120 intwo parts as described herein, are already attached to top 105 andbottom 110 frames, and/or fit together near the middle in a telescopingarrangement. The method further includes the step of stacking assembledracks of tires 150, for example, on railroad cars (step 324). In someembodiments, the first set of tires 150 and the second set of tires 150are compressed substantially equally. The first set of tires 150 and thesecond set of tires 150 contain substantially equal numbers of tires 150especially if tires 150 on the top and bottom are the same or the samesize. On the other hand, the numbers of tires 150 on the top and bottomcan be unequal, particularly if the size of tires 150 on the top andbottom are not the same. In one embodiment, each row of rack 100 isloaded with a specific SKU of tires 150, thereby allowing each rack 100to hold two different SKUs of tires 150. In another embodiment, eachentire rack 100 holds one SKU of tires 150.

In one embodiment, the method further includes the step of disassemblinga returned rack 100. The returned rack 100 is disassembled for returnshipment in a manner that substantially reduces the volume of rack 100in comparison with the volume of an assembled rack loaded with tires150. In one embodiment, the weight of tire rack 100 is minimized inorder to maximize the payload capacity of tire rack 100 within thestorage and/or transportation vessel. Further, to facilitate the returnof top frame 105, intermediate frame 115, and/or bottom frame 110 oftire rack 100 to the origin of tires 150 for future use, racks 100 areconstructed to be interchangeable and to nest when they are stacked.Collapsible racks 100 are described in greater detail herein.

The present invention also includes a system for loading, sorting and/orunloading tires 150 and for compressing tires 150 within a tiretransport frame. The system is automated and/or computer controlled. Thesystem is used in a plant that manufactures tires 150, and sorts andstores tires 150 coming off the assembly line, and then dispenses tires150 in a desired order for shipment. Tires 150 exit a manufacturingplant or assembly line in an order other than what is necessary ordesirable for loading tires 150 onto shipping racks or storing tires 150in a warehouse. This system of sorting and storing tires 150 solves orreduces the severity of this problem or other similar problems involvingthe distribution of tires 150.

In another exemplary embodiment, a conveyor system automatically loadsand/or sorts tires 150 into racks 100 for storage. As illustrated inFIG. 4, exemplary conveyor system 400 comprises a conveyor 425configured to move tires 150 into a rack loading system 475 locatedadjacent to a stop position 408 at the end of conveyor 425. Conveyor 425is about seven feet above the floor. However, conveyor 425 can also beconfigured for any other height desired for that particular application.Conveyor 425 is configured to automatically move tires in one or moresplit lanes into a warehouse rack loading system 475. For example, asdepicted in exemplary FIG. 4, conveyor 425 is configured to move tiresin two split lanes. Conveyor 425 is configured with a conveyor belt,roller bars, and/or any other mechanism for moving tires 150.

Each rack loading system 475 is configured to act independently from oneanother. For example, one rack loading system 475 performs the loadingprocess while a second rack loading system 475 performs a compressionprocess. While rack loading system 475 facilitates both the loading ofracks 100 and/or warehouse racks and compression of tires, rack loadingsystem 475 is configured to facilitate one and/or both functions at anytime. As used herein, warehouse racks include any type of rack that isdistinct from racks 100, including for example, pallets, racks such asthose manufactured by Ohio Rack, Inc., or the like.

In one exemplary embodiment, the loading process includes transportingtires 150 on a conveyor 425 to a pick-and-place location where aplurality of gantry robots 440, typically numbering between three andsix, perform a series of operations to rotate and translate tires 150into the proper orientation, along with positioning tires 150 andstacking tires 150. These rotation and translation operations typicallyinclude seizing tires 150, rotating tires 150, placing tires 150together, moving the set of tires 150 to interleave position, and/orplacing the set of tires 150 in interleaving fashion atop the previouslystacked tires 150, or, if none have been stacked, atop each rack 100and/or warehouse rack.

Conveyor system 400 comprises one or more scanners 450 to facilitateidentifying each tire 150. For example, in one embodiment, system 400comprises two scanners 450 configured on both sides of two-lane conveyor425. Scanners 450 are configured both above and below conveyor 425and/or tires 150 to facilitate reading the labels/SKUs of tires 150. Inalternate embodiments, scanner 450 may be a barcode scanner, aradio-frequency scanner, optical scanners, vision systems and/or anyother type of scanner for reading and/or identifying tire 150 labelsand/or SKUs. Scanner 450 is configured with a CPU and/or any othercomputing system or unit. Scanner 450 is also configured to communicatewith rack loading system 475, conveyor 425 and/or any other part ofsystem 400 or any other system described herein.

In one embodiment, each tire on racks 100 and/or a warehouse rack is thesame type, size, and/or SKU number, or is designated for the samedestination or shipping rack. Tires 150 are delivered to racks 100and/or a warehouse rack on conveyor 425.

Scanner 450 computing unit and/or any other computing unit used ordescribed herein may be connected with each other via a datacommunication network. The network may be a public network and assumedto be insecure and open to eavesdroppers. In the illustratedimplementation, the network is embodied as the Internet. In thiscontext, the computers may or may not be connected to the Internet atall times. For example, the customer computer may employ a modem tooccasionally connect to the Internet, whereas the bank computing centermight maintain a permanent connection to the Internet. Specificinformation related to the protocols, standards, and applicationsoftware utilized in connection with the Internet may not be discussedherein. For further information regarding such details, see, forexample, Dilip Naik, “Internet Standards and Protocols” (1998); “Java 2Complete,” various authors (Sybex 1999); Deborah Ray and Eric Ray,“Hosting HTML 4.0” (1997); Loshin, “TCP/IP Clearly Explained” (1997).All of these texts are hereby incorporated by reference.

It may be appreciated that many applications of the present inventioncould be formulated. One skilled in the art may appreciate that anetwork may include any system for exchanging data or transactingbusiness, such as the Internet, an intranet, an extranet, WAN, LAN,satellite communications, and/or the like. It is noted that the networkmay be implemented as other types of networks, such as an interactivetelevision (ITV) network. The users may interact with the system via anyinput device such as a keyboard, mouse, kiosk, personal digitalassistant, handheld computer (e.g., Palm Pilot®), cellular phone and/orthe like. Similarly, the invention could be used in conjunction with anytype of personal computer, network computer, workstation, minicomputer,mainframe, or the like. Moreover, although the invention is frequentlydescribed herein as being implemented with TCP/IP communicationsprotocols, it may be readily understood that the invention could also beimplemented using IPX, Appletalk, IP-6, NetBIOS, OSI or any number ofexisting or future protocols. Moreover, the present inventioncontemplates the use, sale or distribution of any goods, services orinformation over any network having similar functionality describedherein.

In accordance with various embodiments of the invention, the InternetInformation Server, Microsoft Transaction Server, and Microsoft SQLServer, are used in conjunction with the Microsoft operating system,Microsoft NT web server software, a Microsoft SQL database system, and aMicrosoft Commerce Server. Additionally, components such as Access orSQL Server, Oracle, Sybase, Informix MySQL, Interbase, etc., may be usedto provide an ADO-compliant database management system. The term“webpage” as it is used herein is not meant to limit the type ofdocuments and applications that might be used to interact with the user.For example, a typical website might include, in addition to standardHTML documents, various forms, Java applets, Javascript, active serverpages (ASP), common gateway interface scripts (CGI), extensible markuplanguage (XML), dynamic HTML, cascading style sheets (CSS), helperapplications, plug-ins, and/or the like.

A system user may interact with the system via any input device such as,a keypad, keyboard, mouse, kiosk, personal digital assistant, handheldcomputer (e.g., Palm Pilot®, Blackberry®), cellular phone and/or thelike. Similarly, the invention could be used in conjunction with anytype of personal computer, network computer, work station, minicomputer,mainframe, or the like running any operating system such as any versionof Windows, Windows XP, Windows NT, Windows 2000, Windows 98, Windows95, MacOS, OS/2, BeOS, Linux, UNIX, Solaris, MVS or the like. Moreover,although the invention may frequently be described as being implementedwith TCP/IP communications protocol, it should be understood that theinvention could also be implemented using SNA, IPX, Appletalk, IPte,NetBIOS, OSI or any number of communications protocols. Moreover, thesystem contemplates the use, sale, or distribution of any goods,services or information over any network having similar functionalitydescribed herein.

In one embodiment, conveyor 425 is configured to communicate withscanner 450 and to rotate tires to facilitate orienting the labels ontires 150. In another embodiment, scanner 450 is configured to spinand/or rotate tires 150 to orient the tire labels.

Rack loading system 475 is also configured to stack tires 150 based uponidentification information received from scanner 450. For example, inone embodiment, rack loading system 475 is configured to receive tire150 identification information from scanner 450 and to use tire 150identification information to determine what tire stacking configurationto use. That is, for smaller diameter tires, rack loading system 475stacks tires 150 in layers of five tires 150. For larger diameter tires,rack loading system 475 stacks tires 150 in layers of four tires 150.

Tires 150 are placed on racks 100 and/or a warehouse rack so that thelabels on tires 150 are clearly visible from the outside of racks 100and/or the warehouse rack. A scissor lift, described herein, maintainsthe top level of tires 150 consistent as racks 100 and/or the warehouseracks are loaded. Gantry robots (e.g., pick-and-place robots and/orfree-standing robots) are used to facilitate unloading of conveyor 425and/or loading and/or unloading of racks 100 and/or the warehouse racks.

System 400 comprises any number of robots 440, racks 100 and/orwarehouse racks. In one embodiment, exemplary rack loading system 475 isconfigured with one to three pairs of robots 440 on each side, for atotal of up to six robots 440. While rack loading system 475 isconfigured to use robots 440 to pick-up up to six tires 150 at once offof conveyor 425, rack loading system 475 is configured to pick up fewerthan six tires 150 at once during normal use. Conveyor system 400 alsocomprises up to four load stations 430 to receive tires 150 as they aresorted by loading system 475. Each load station 430 comprises at leastone rack 100 for storing tires 150. However, in some embodiments, eachload station 430 comprises up to four racks 100 and/or warehouse racks.Rack loading system 475 is also configured with one or more rails 480 tofacilitate holding robots 440 and/or to facilitate moving robots 440laterally to service each load station 430.

In addition to the rack 100 and/or warehouse rack sorter/loader, thepresent invention includes a loader/unloader system. Tireloader/unloader system 500, as illustrated in exemplary FIG. 5, includesa conveyor 525 that presents tires 150 to the pick-and-place loaders 510of the automatic tire loading and unloading system 500. While system 500is configured for both unloading and loading of tires, it will bedescribed here in a loading context. However, it should be noted thatwhile tire loader/unloader system 500 uses the same devices for bothloading and unloading, the order of operation and/or direction that thedevices work in system 500 may vary depending on whether system 500 isbeing used for loading or unloading.

In alternative embodiments, the tires exist in a suitable location andarrangement without the need for a conveyor. Conveyor 525 elevates tires150 to a stop position in front of one or more position pick-and-placeloaders 510. Pick-and-place loaders 510 each comprise a support-mountedactuator system 512, each of which controls an extendable/retractablearm 514 that is adapted to seize tire 150 from conveyor 525. Each ofextendable/retractable arms 514 includes a first end rotatably attachedto actuator system 512 and a second end having a tire seizer 520. Theextendable functionality of each extendable/retractable arm 514 isprovided by a variety of mechanisms including a scissoring a pluralityof hinged members, a telescoping plurality of concentric cylinders or amember adapted to slide along a guide or set of guides. Tire seizer 520is any device adapted for seizing a tire including, for example, aplurality of members adapted to clamp the bead of the inner and/or outerdiameter of a tire or a plurality of members adapted to compress a tirefrom its inner diameter or tread in the direction of the tire's radialdirection. Tire seizer 520 is also configured to seize a tire from itsouter diameter by compressing the sidewalls of the tire in the directionof the tire's axis of rotation.

Initially, the extendable/retractable arms 514 of pick-and-place loaders510 are retracted to allow tires 150 to be moved by conveyor 525 topositions proximate to tire seizer 520. Once the tires have beentransported into a position that facilitates their being seized,extendable/retractable arms 514 are extended to positions suitable forseizing tires 150. These positions are set by the adjustment of amechanical position stop or by the position of an actuator that isadapted to respond to a signal from a control system that itself isconfigured to accommodate inputs sufficient to identify tire geometryand produce an appropriately responsive position command. Once tireseizer 520 is in the proper location, it seizes the tires, and theextendable/retractable arms 514 are retracted to remove tires 150 fromconveyor 525.

Having seized tires 150, extendable/retractable arms 514, and thereforetires 150, are rotated. The rotated tires 150 are translated andarticulated to place the plurality of tires 150 into alignment with oneanother as well as in complementary alignment with the tires in rack100. Extendable/retractable arms 514 then rotate and elongate to placethe plurality of tires together, and then place the plurality of tiresinto rack 100 to propagate the herringbone pattern of the stack oftires.

In one embodiment, loading system 500 comprises a plurality ofpick-and-place loaders 510, that can pick and place one to six tires 150depending on the width of the tires 150 be stacked and the width of rack100 on which tires 150 are to be placed. Pick-and-place loaders 510comprise one or more scanners 450 that are configured as cameras, motionsensors, or the like. Scanners 450 are used to communicate informationabout tire 150 locations to pick-and-place loaders 510. For example, inunloading systems 500, tires 150 in racks 100 are likely to move aroundduring the unloading process. Scanners 450 can obtain information abouttires 150 locations so that tires 150 can be properly picked out of rack100 by pick-and-place loaders 510.

In the loading context, the motions to grasp and place tires 150 in aherringbone pattern include each pick-and-place loader 510 movingrelative to each other. Loading system 500 places tires 150 on bottomframe 110 that is located on an elevated table 526 that is raised andlowered in relation to pick-and-place loaders 510 to permit additionalrows to be added to rack 100. The raising and lowering of elevated table526 may be accomplished by a variety of mechanisms including, as shownin FIG. 5, a scissors mechanism 550. Tires 150 are stacked on top ofeach other in rows the width of rack 100. For more information on tireloading/unloading systems, see U.S. Pat. No. 6,527,499 (Leimbach etal.), previously incorporated herein by reference in its entirety.

In yet another exemplary embodiment, the present invention includes oneor more tower loading/unloading systems configured to facilitatestoring, unloading and queuing tires. For example, with reference to anexemplary tower system depicted in FIGS. 6A and 6B, tower system 600comprises one or more towers 675 for sorting and/or storing tires 150.Towers 675 are unloaded and/or loaded via one or more conveyors 625,615, 635. Conveyors 625, 615, 635 are configured in a manner similar toother conveyors (i.e., conveyor 425, etc.) described herein. Conveyors625, 615, 635 move tires 150 from racks 100 to towers 675, from towers675 to conveyor system 400, and/or to or from towers 675 to any othersystem or location described herein.

For example, in one embodiment, loaded racks 100 are set into a queuethat feeds into system 600. Racks 100 are raised up to robotic devicesby scissor lifts (also to be placed to an unloading conveyor 625 (forexample, scissor mechanism 550 of FIG. 5). Alternatively, tires 150queue into system 600 from a loading/unloading system such as thatdescribed in FIG. 7 (described in detail herein).

System 600 is configured to sort and queue tires horizontally. Forexample, system 600 comprises one or more tire transportation devices,such as, access conveyors 635 that connect to one or more sub-conveyors615. Access conveyor 635 moves tires 150 from the main unloadingconveyor 625 to various sub-conveyors 615. Sub-conveyors 615, in turn,move tires 150 to/from towers 675. Conveyors 615, 625, 635 areconfigured to be computer-controlled devices to facilitate sorting,queuing and/or routing of tires 150. For example, in one embodiment,tires 150 are loaded randomly and scanners 650 are used to sort, queueand/or route tires 150 when they are unloaded from towers 675.

In another embodiment, conveyors 615, 625, 635 are configured with oneor more scanners 650 to obtain tire 150 identifying information tofacilitate sorting and queuing tires 150. Scanners 650 are configuredlike scanners 450 and communicate with conveyors 615, 625, 635 tofacilitate directing each SKU of tire 150 to a different sub-conveyor615 for loading into a particular tower 675. Each tower 675 isconfigured to hold between 10 and 30 tires 150 of a single SKU.

Each tower 675 is configured with one or more fingers 610 to supporteach tire. These fingers 610 are supported by chains and/or othersupporting mechanisms. Fingers 610 are configured to travel up the otherside of tower 675 in a collapsed state as tires 150 are unloaded fromtower 675.

Scanners 650 are further configured with a computer to facilitateinputting tire 150 identifying information, controlling and/orcommunicating with the computer-controlled conveyors 615, 625, 635. Forexample, scanners 650 input, control and/or communicate tire size,location, brand, and/or SKU information to facilitate sorting tires 150.

In yet another embodiment, towers 675 are configured with one or morefingers 610. Fingers 610 are supported by chains and/or other supportingmechanisms. Fingers 610 are configured to travel up the other side ofeach tower 675 using an electric motor. That is, fingers 610 areattached to a tension member that is moved by an electric motoroperating through a speed-reduction system. This tension member isconfigured with a chain to facilitate movement of fingers 610 alongtowers 675. The speed-reduction system includes a gearbox to facilitatecontrol of the speed of fingers 610.

In yet another embodiment, a system for unloading/loading tires isconfigured for partially automated operation. For example, with respectto one embodiment depicted in FIG. 7, system 700 is configured as aworkstation with both manual and automated components. System 700includes a loading platform 705, a conveyor 725, a load station 775, anda scissor mechanism 730 for raising racks 100 to platform 705.

Platform 705 includes any substantially level apparatus for a worker 750to stand on to access both racks 100 and conveyor 725. Platform 705 isconfigured in any format or shape to provide access to both rack 100 andconveyor 725. For example, in exemplary FIG. 7, platform 705 isconfigured with a hollowed opening within the center of the platform toprovide access for scissor mechanism 730.

Platform 705 is configured to be accessible by workers 750 by way ofentry way 710. Entry way 710 is any type of stairway, ladder, ramp,elevator, lift, and/or other mechanism for providing workers 750 accessto platform 705. Platform 705 and/or entryway 710 are configured withone or more safety rails 760. Safety rails 760 include any type of rail,wall and/or similar object to provide a barricade between the edge ofplatform 705 and workers 750. Platform 705 and/or rails 760 arecomprised of any rigid and/or semi-rigid material, such as, for example,the materials described herein.

Conveyor 725 is configured with a conveyor belt, roller bars, and/or anyother mechanism for moving tires 150. Conveyor 725 is configured to belocated at any height above platform 705 to facilitate access by worker750. In one embodiment, conveyor 725 is configured about three feetabove platform 705. Conveyor 725 is configured to automatically movetires in one or more directions. For example, in one embodiment,conveyor 725 is configured to move tires 150 from a placement station715 to any desired location, such as, for example, a tire loadingsystem, a tire unloading system, a forklift, a railcar, and/or a tirerack. In another embodiment, conveyor 725 is configured to move tires150 to/from a location such as, for example, a tire unloading system, aforklift, a railcar, a tire rack, a tire storage location or the liketo/from placement station 715 for manual loading of tires 150 into rack100 in tire load station 775.

In yet another embodiment, conveyor 725 is configured as a pallet,warehouse rack, rack 100 and/or other tire 150 holding and/ortransporting device. Conveyor 725 is also configured to lie directly ontop of platform 705.

Load station 775 is configured within the open portion of platform 705to house scissor mechanism 730 as it raises and/or lowers rack 100 toplatform 705. Load station 775 comprises one or more vertical and/orhorizontal members configured to prevent or restrict rack 100 and/ortires 150 from moving outside of load station 775.

Scissor mechanism 730 is configured as any type of lift, elevator, orother mechanism to facilitate raising and/or lowering racks 100. Forexample, in one embodiment, scissor mechanism 730 is configured to raiseracks 100 up to platform 705 and/or down to the ground 780. In oneembodiment, scissor mechanism 730 is configured with an actuator and/orother apparatus that facilitate raising and/or lowering rack 100 basedupon the weight of rack 100. That is, as tires 150 are unloaded fromrack 100, scissor mechanism 730 raises rack 100 higher to facilitateaccess to the lower tires on rack 100.

System 700 is also configured with a control panel 745 to facilitateworker 750 operation of scissor mechanism 730. For example, worker 750uses panel 745 to raise and/or lower scissor mechanism 730 in order tofacilitate access to tires 150 and/or rack 100. In another embodiment,load station 775 is configured with one or more scanners or cameras todetect the height of rack 100, tires 150 and/or scissor mechanism 730and raise and/or lower scissor mechanism 730 based on whether the heightof rack 100, tires 150 and/or scissor mechanism 730 meets apredetermined height.

After rack 100 is unloaded using system 700, empty rack 100 can bedisassembled for return shipment. For example, with reference to anexemplary embodiment depicted in FIG. 8, worker 750 collapses top frame105 and/or intermediate frame 115 onto bottom frame 110 parallel to eachother and/or in direct contact with each other. Additionally, worker 750can collapse vertical members 120 substantially parallel to top frame105, bottom frame, and/or intermediate frame such that rack 100 iscollapsed similar to exemplary rack depicted in FIGS. 2A-C.

In yet another exemplary embodiment of the present invention, asillustrated in exemplary FIGS. 10A and 10B, a queuing system 1000 isprovided. Queuing system 1000 is configured to advance racks 100 from aforklift and/or trailer into an unloading system such as, for example,unloading system 500. Queuing system 1000 is configured to handle anynumber of racks 100, including, for example, a full trailer-load ofracks 100. Queuing system 1000 is used to keep drivers of forklifts,trailers, etc., in their vehicles to speed up the unloading of racks 100into unloader systems.

Queuing system 1000 comprises an inbound queue of full racks 100 thathave been unloaded from a trailer, railcar, forklift and/or othertransportation mechanism. For example, eleven full racks 100 are queuedon each side 1010 of queuing system 1000.

Without queuing system 1000, each individual rack 100 takes two to threeminutes in loading/unloading system 500 to unload tires 150. With 22full racks 100, this process can take around 44 minutes to 66 minutesper trailer. Using queuing system 1000 to queue full racks 100 and feedinto system 500, this process can be shortened.

Queuing system 1000 is configured to hold racks 100 as they are fed intoan unloading system. Queuing system 1000 is additionally configured as abuffer queue to feed racks 100 into the unloading system. In oneembodiment, to facilitate feeding racks 100 into unloading system 500,queuing system 1000 is configured with one or more rack conveyors 1025(with reference to FIG. 10A). Rack conveyors 1025 are configured similarto other conveyors described herein. Rack conveyors 1025 hold the weightof multiple racks 100 and move racks 100 from a trailer, forklift orother location to unloading system 500. For example, rack conveyors 1025move racks 100 to scissor mechanism 550 (not pictured) for tireunloading.

In another embodiment, queuing system 1000 is configured with one ormore forklifts to facilitate moving racks 100 from a trailer or othertransportation mechanism to loader/unloader system 500. The forkliftsadditionally are used to move stacked racks 1050 from loader/unloadersystem 500 back to the trailer or other transportation mechanism. Theforklift system allows the trailer driver keep his trailer hitched tothe same tractor during the unloading of racks 100 and loading ofstacked racks 1050, for overall efficiency in the distribution process.

Once tires 150 are unloaded from racks 100, the emptied racks arecollapsed and stacked 1050 by unloading machine 500 (FIG. 10B). Thesestacked racks 1050 are then loaded onto a trailer, forklift, and/orother transportation mechanism for delivery to a distribution plant,manufacturing plant, customer, and/or the like.

Stacked racks 1050 are further illustrated in exemplary FIGS. 11A and11B. Stacked racks 1050 are configured with two or more racks 100 thathave been collapsed. Each rack 100 in stacked racks 1050 is configuredto nest atop the next rack 100 so that the entire stack of racks in 1050is substantially stable (FIG. 11A). If slots 106 of racks 100 areoffset, stacked racks 1050 are aligned adjacent to one another (FIG.11B) such that each offset slot 106 that protrudes coincides with theside of an offset slot 106 that does not protrude. Stacked racks 1050contain any number of racks 100 and are stacked adjacent any number ofother stacked racks 1050.

It should be understood that the detailed description and specificexamples, while indicating exemplary embodiments of the presentinvention, are given for the purposes of illustration only, and not oflimitation. Many changes and modifications within the scope of theinstant invention can be made without departing from the spirit thereof,and the invention includes all such modifications. The correspondingstructures, materials, acts, and equivalents of all elements in theclaims below are intended to include any structure, material, or actsfor performing the functions in combination with other claimed elementsas specifically claimed. The scope of the invention should be determinedby the appended claims and their legal equivalents, rather than by theexamples given above. For example the steps recited in any method claimscan be executed in any order and are not limited to the order presentedin the claims or drawings. Moreover, no element is essential to thepractice of the invention unless specifically described herein as“critical” or “essential.”

1. An apparatus for sorting tires, wherein said apparatus comprises: afirst tire transportation system configured to transport tires to acomputer-controlled vision system; said computer-controlled visionsystem configured to automatically read identifying information on saidtires; a computer-controlled routing device configured to route saidtires to a storage structure based on said identifying information; saidstorage structure configured to store said tires, and automaticallyaccept and dispense said tires; and a second tire transportation systemconfigured to transport said tires from said storage structure.
 2. Theapparatus of claim 1, wherein said first tire transportation system andsaid second tire transportation system are configured as conveyors. 3.The apparatus of claim 1, wherein said storage structure comprises atower configured to lift said tires, each tire being supported in saidtower by a finger.
 4. The apparatus of claim 3, wherein said fingerinterfaces with a tension member that is moved by an electric motoroperating through a speed-reduction system.
 5. The apparatus of claim 4,wherein said tension member is configured with a chain and saidspeed-reduction system includes a gearbox.
 6. The apparatus of claim 1,further comprising a computer configured to use said identifyinginformation and said computer-controlled routing device to facilitatesorting said tires into said storage structure.
 7. The apparatus ofclaim 1, comprising a computer configured to facilitate dispensing saidtires from said storage structure in a sequence configured for automatedloading of said tires onto a rack.